Traction-engine.



No. 652,648. Patented June 26, |900.

F. SUMMER; l

TRAGTIDN ENGINE.

(Application filed Feb. 1, 1900.)

3 Sheets-Sheet I.

(No Model.)

THE mams Prrzns co. Hom-urna., wAsruNsTcm4 u. c

No. 652,648. Patented June 26, |900.

F. SUMMER.

TRACTIUN ENGINE.

(Application filed Feb. 1, 1900.) (No Model.) 3 Sheetsf-Sheet 2.

ma Nonms PETERS cn. PMom-Lrmc.. WASHINGTON, D, c.

No. 652.648. Patented lune 26, |900. F. SUMMER.

TRACTION ENGINE.

(Application fixed Feb. 1, 1900.5

'(No Model.) 3 Sheets-Sheet 3.

'ma Nonnfs Pcrns co. Pnoouwc., WASHINGTON. D. c.

`FRANK SOMMER, or NEw YORK, N. Y.

TRACTlON-ENGINE.

SPECIFICATION forming part of Letters Patent No. 652,648, dated J une 26, 1900.

` Application filed February 1, 1900. Serial No. 3,573. (No model.)

To all wil/0m t may cm2/cern:

Be it known that I, FRANK SOMMER, a citizen of the United States, residing at New York city, in the county of New York and State of New York, have invented certain new and usei'ul Improvements in Traction-Engines or Motor-Vehicles; and I do hereby declare the following` to be a full, clear, and` exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to improvements in motor-vehicles-such as are commonly known as tractiomengines, road-engines, tomobiles, &c.-designed for running on the common roads or public highways.

The objects of my invention are to provide for a strong and durable frame for connect ing the front and rear axles of the main or road-bearing or driving Wheels, to provide an efficient and simplified construction for steer-- ing the machine, to afford a compact arrangement of connecting-gear between the motor and the driving-wheels and improved means for supporting the main framework on springs over one or more of the axles,- and to provideV a special construction of parts, as will hereinaf ter be particularly described.

The invention consists in various parts, constructions, and combinations embodied in the claims.

Figure l is a side elevation of my motor-vehicle, partly in section. Fig. 2 is a top plan view thereof. Fig. 3 is a transverse sectional view, with parts in elevation, taken on the line on of Figs. l and 2.v Figs. 4 aud 5 are top plan views of the front yand rear frames detached. Fig. G is a horizontal sectional view through the pedestahhousing of one of the front axle-boxes. Fig. 7 is a vertical section of the same. Fig. 8 is a perspective view of a detached axle-box. Fig. 9isatransverse sectional view showing a modification of the construction shown in Fig. 3.

The main-frame part of my motor-vehicle is comprised of two parts, the front frame part passing horizontally over the front axle at a sufficient distance above to admit of the interposition of a spring or springs between the same and the axle-boxes of the front supporting or driving wheels of the vehicle, and

the rear frame part passing likewise over the rear axle and axle-boxes, 6to.' The front frame part preferably overlaps the rear frame part at or near a midway point between the axles, and hence the front frame part is sometimes mentioned as the upper frame part and the rear frame part as the lower frame part, and the said two parts are coupled together at their meeting, bearing, or overlapping ends by an arrangement of parts having a special .construction whereby to afford a strong and durable coupling well adapted for preventing sagging under weight of machinery and of freight or passengers, or all combined, carried thereon, and a couplingplatform and joint capable of facile sidewiseV or lateral movements for steering the vehicle. The main-frame part, therefore, is composed `of two parts having a hinged or pivotal connection, and the parts extending from adjoined ends are respectively connected by means of housings containing springs with the main tions that may be foundl desirable because of a difference in the heights of the front and the rear axles of a vehicle. Side movements or lateral deflections of the pivoted connections, because of the parts of the frame extending therefrom to the front and rear axles 23 and 24 and being connected therewith by housings or pedestals, cause said front and rear axles to be deflected in unison, carrying one of the Wheels forward and the other backward on each axle, and thus guiding or steering the vehicle. Any suitable means may be provided other than the one I have shown for swervin g or defiecting the joint of the parts of the main frame, but preferably a kind should be adopted for accomplishing the steering while the vehicle is being propelled alongaroad. In the drawings I have shown a construction comprised of a segmental rack and spur-wheel gearL IOO ing together with a worm-wheel gearing and a hand-Wheel as a means of operatingby handpower by an attendant upon the main-frame platform for operating the joint of the frame parts, sometimes termed the circular turntab1e,to move said joint from side to side as desired in steering the vehicle. The shaft 41, carrying the spur-wheel 2O and worm-gearing 17 and 18 with hand-Wheel19, as contrived by me is mounted on the rear or lower frame part 2 of the main frame, the spurwheel being arranged to mesh in the segmental rack 42 of the rear part of the upper or front frame part 1 of the general frame. Through the jointed or pivotallyconnected parts forming the joint proper,or,more specifically speaking, through the centrally bored king-pin 3, a shaft 4 of the general driving mechanism is passed and therein located for rotation. The upper end of said shaft is provided with the bevel-Wheel 5 and the lower end thereof with the bevelwheel 6, and each of said bevel-Wheels is connected with asimilar train of gearing, the one for operating the front driving-wheels and the other the rear driving-wheels. B-y this means the power Lderived from the motor as applied to the motor-power crank-wheel 43 is carried to the front driving-wheels 32 and 44 from a point above the upper frame part, and the power for driving the hind drivin g-Wheels 45 and 46 is carried from a point below the lower frame part, t-hc vertical shaft4 revolving in bearings formed in the center bore of the king-pin 3, the arrangement connecting the two trains of gearing and causing them to operate in unison. I make use of differential gearing in connection with the front and rear axles for operating the drivingwheels, this being a common and well-adapted species of mechanism for that purpose.

Antifriction-wheels 47 are used in connection with the joined parts of the frame 1 and ""2to 'facilitate the working thereof and to assist in supporting said parts in their normal positions and especially to prevent the jointed part of the main or entire frame from sagging down under stress of weight. Springs are placed above the axle-boxes of the front and the rear axles, those of ordinary pattern being in this instance used on the rear axleboxes and a rocking or cradling spring or set of leaf-springs 26 of a special construction being used on the front axle-boxes 30.

The frame as anl entirety, serving as a coupling and also in the nature of the framework of a platform for carrying a superstructure for passengers and freight and on which frame is to be mounted the propelling-motor, is made in two parts, each part preferably comprised of channel-shaped iron and the said frame part lengthwise being shaped like the letter U, these meeting ends of the frame parts being preferably lapped the one over the other. As shown in the drawings, vthe upper or forward part, called the front frame part 1 of the frame, overlaps the lower or rear part called the rear frame part 2, around the place of jointure at a point midway, or nearly so, between the main axles of the motor-vehicle. As shown, these two meeting ends of the frame parts 1 and 2 are so placed, the one over the other, as to form a circle-in other Words, a. sort of circular turn-table when secured together pivotally by a king-pin 3, passing through bearings formed in the central portions of the castings or cross-braces 31 31). Under the upper or front frame-part 1 is formed or attached thereto a semicircular piece 22 with antifriction-Wheels 47 attached thereto, which wheels fit securely and somewhat closely into the recess or channel in the forward end of the lower frame part 2. Another and nearly-similar semicircular piece 25 is attached to the lower or rear frame part 2, to which other antifriction-wheels 29 are attached, and on the said wheels the rear end of the upper frame part 1 bears, thereby facilitatingthe turning of the one part on the other. These connections form with the cooperating mechanism of frame parts land 2 the circular turn-table.

In the center of the turn-table the stout king-pin 3 is supported in bearings formed in the two pieces or castings 31a 31D, each piece being made fast to its respective frame part of the frame parts 1 and 2, and when the rounded ends of the said frame parts are in true position the round king-pin 3 enters vertically in the bearings formed in the said pieces or castings 31n 31h, and thus the said king-pin assists in forming a coupling of the frame parts 1 and 2, while the antifrictionwheels on the semicircular pieces 22 and 25 also assist in locking the frames 1 and 2 together and supporting the joint. By reason of the aforesaid construction and arrangement of parts the entire frame-that is, the main body-frame, composed of the two frame parts 1 and 2 and including the circular turntable-Will stand should the king-pin be removed. Should it be desired to part the frame, simply remove the king-pin and pull back the rear part, thus releasing the friction-Wheels from the recess of lower frame part 2.

To the lower frame part 2 is attached a suitable yoke 21 to hold the upright'shaft 41 of the steering-gear. In the recess or channel of the upper frame part 1, on the rear end, is a semicircular section of spur-gear or a segmental rack with which a spur-gear pinion 2O engages. Such spur-gear pinion is secured on the steering-shaft 41, to the top of which is fastened a worm-wheel 18 for operation by a worm-spindle' 17, secured onthe stem of steering-wheel 19. hand steering-wheel the worm -spindle engages the worm-wheel and turns the steeringshaft, rotating its pinion engaging a segmental rack in the rear part of frame part 1, thereby turning the said frame part 1 at angles to the frame part 2, they turning on the king-piu 3, and being facilitated in the turn- By turning the- IOO ing by the slight resistance or lessened friction resulting from the use of the antifriction-wheels 47 and 29. On the top of the axle-boxes 30 an elliptical spring or set of elliptical springs 26 is arranged to rest, secured by a center brace or piece 27, partly inclosing the same, and by a bolt 28, thus allowing the spring or springs to cradle or rock with its ends bearing on the axle-boxes as one or the other may rise or fall.

As shown in Fig. 3, the top leaf of the set of elliptical springs 26 is surinounted with a top brace-piece 27 2G, having a bolt 2S passing through a hole therein, on which the spring or set of springs may rock; but the bolt may be placed to rest in a notch in top of the brace at a midway or central point thereof. (See Fig. 9.) A single strong elliptical spring might be used in motor-vehicles of light construction, but generally a set of elliptical leaf-springs is preferred. The said axle-boxes are pivotally connected to gibs 48, located in guideways 49 of the axlebox housings or pedestals34. The said housings or pedestals 34 when separately formed are made fast to the under part of the front frame part l. Y

Preferably each of the front axle-boxes is provided with projecting dowels or journals 50, one on each of the two opposite sides thereof, which enter apertures 51 in the gibs 48, one on each of the two opposite sides of the axle-box, which gibs are free to slide up and down in the guideways 49 of the housings or pedestals 84. This sliding action of the axle-boxes held in the guideways of the pedestals by the gibs sliding therein allows either end of the axle and its axle-box to slide up or down independently of the other, and the pivotal connection between the axleboxes and the respective sliding gibs allows said axle-boxes to tilt from side to side, as shown in dotted lines in Fig. This keeps the axle-box bearings in true line with the axles, and the rocking or cradle action of the spring allows it to accommodate the pressure of its ends to the varying positions of the axle-boxes. The long bearings of the castings 31" and 3lb (of frame parts 1 and 2) maintain the stout king-pin 3 in its vertical position to join and pivot the frame parts 1 and 2 together, and the king-pins centrally-bored opening receives the upright shaft 4, to which bevelgears 5 and 6 are attached, both the sanne size-one, 5, on top, the other, 6, on the other end. The upper shaft 11 runs in bearings attached to the upper part of frame 1. Attached to the said shaft is the bevel-gear 7, engaging with bevel- 'gear 5 on the top of upright shaft 4. On the other end of shaft 11 is attached a sprocketwheel 9, over which runs a link chain corning in contact with sprocket-wheel 13 of the differential gear. The bevel-gear 14 of the differential gear is secured to the large front wheel 32, it being loose on the axle, and the oppositely-located front wheel 44 being setached to the lower part of frame 2. Vlower shaft 12 is attached a bevel-gear 8 and those on the upper shaft.

thatis, from going down too far and out.

'cured to the axle. The other bevel-gear 15 is attached to the axle, and both bevel-gears 14 and 15 engage the bevel-pinions 16, which are doweled in suitable recesses of the sprocketwheel 13 of the differential gear.

The lower shaft 12 runs in bearings at- On the a sprocket-wheel l0 in the same manner as A link chain from sprocket-wheel 10 extends to the sprocketwheel and differential gear on the rear inain axle, which is diagonally across from the diflferential gear of the front main axle of the motor-vehicle.

On the under part of frame 1 of the bottom of the pedestal runs a pedestal-brace 3S,which secures the boxes from leavin gthe pedestals- The axle-boxes on the lower or rear frame 2 may cushion on spiral springs in suitable recesses of the axle-box housings. (Not here shown.)

`Each frame part of the two frame parts 1 and 2, together with its rigidly-fixed parts, might be made of a single casting and not depart `from the essential features of its construction-for instan ce,the frame part 1,with its rigidly-fixed semicircular parts 2, and the transverse brace-piece 31a, having its central bearing for receiving the king-pin, togctherwith the pedestals or housings 34, to be castin one piece; but I prefer to make them in part-s and secure them together,as heretofore described, and shown in the drawings. Each frame part may be made of. any suitable strong material; `but I prefer to make, it of iron and use channeled iron for the U-shaped parts of the main frame, as heretofore described and shown.

Having thus fully described and illustrated my invention, I claim the following:

1. In a vehicle a frame comprised of two parts pivoted to each other and forming a coupling-frame and the front and rear axles secured thereto, in combination with a tilting spring between the frame and one of the axles, substantially as described.

2. A two-part coupling-frame, having pivotal connection of'its part-s, each with the other, provided with antifriction-wheels and `their bearings, and having yielding or spring connections with the main axle, substantially as and for the purpose described.

3. Avehicle motor-frame, consisting of two parts joined together by a pivotal connection, one part of which has attached thereto a semicircular piece and antifriction wheels or rollers, substantially as and for the purpose described.

4. A vehicle motor-frame, composed of two parts joined together by a pivotal connection and each having attached thereto a semicircular piece, in combination with antifriction wheels or rollers, substantially as and for the purpose described.

5. The frame 1 having the supporting brace-piece 31 provided with an opening for the king-bolt, in combination with a king- IOC IIO

bolt having a central opening, substantially tially as and for the purposes described.

8. An axle and axle-boxes and an upright spring bearing on the said boxes, in combination with a frame of the vehicle bearing on said spring, substantially as and for the purpose described.

- 9. An axle and axle-box and a pedestal or housing, the latter having guideways in combination with gibs having a pivotal connection With the axle-box, substantially as and for the purpose described.

10. A tilting spring having a horizontal bearing, in combination with a frame and vertically-movable axle-boxes, the ends of the said spring bearing on the axle-boxes, substantially as and for the purpose described.

.11. The frame-pieces 1 and 2 having the brace-pieces 31"t and 31h, provided with openings, and a centrally-bored king-pin 3 passing through said openings, in combination with a shaft4passing through Vthe central bore of the king-pin and having a pinion and train of gearing at each end, substantially as and for the purpose described. g

12. The coupling of the two-part framepieces 1 and 2, having a shaft 4 in bearings therein, and a pinion on one end of the shaft connecting by a train of gearing with a driving-Wheel, substantially as and for the purposes described.

13. A central shaft 4 and means to revolve it and provided with Wheel 5, the shaft 11 having pinion 7 and a sprocket-Wheel, in combination with a link chain passing from the latter to a sprocket-Wheel of a differential gearing on a driving-Wheel, substantially as and for the purpose described.

14. The main frame of the vehicle having a vertical shaft 4, and a pinion and a train of gearing extending from each end of said shaft, the one train passing to the front driving- Wheel, and the other to a rear driving-Wheel,

substantially as and for the 'purposede-V scribed.

15. The main frame of a vehicle having a vvertical shaft passing therethrough provided :at each end with a pinion, a ltrain of gearing from one of said pinions passing to a front driving-wheel, and a train of gearing passing from the other to a diagonal rear driving- Wheel, substantially as and for the purpose described.

16. A vehicle-frame' having a part thereof provided with a segmental rack, in combination With a steering-gearing having a pinion engaging in said segmental rack, the shaft carrying said pinion being provided with a Worm-wheel gearing and a hand-Wheel, substantially as and for the purpose described.

17. The frame 2,having a yoke 21, secured thereto and holding a shaft 41, provided With -a pinion 20, a Worm-Wheel 18, a Worm-spindle 17, and a hand steering-Wheel 19, in combination with the frame 1, having a semicircular section of tooth-gearing, substantially as fand for the purpose described.

V18. The frame 2 provided with a shaft 41 and Worin-gearing and With a pinion 20, in

`combination with a frame part 1, having a segmental rack, substantially as and for the purpose described.

19. The frame part 2, provided with a shaft '41 and worm-gearing and with a pinion 20, in

combination with frame part 1 having a semicircular section of tooth-gear, located in a channel or recess therein, substantially as and for the purpose described.

20. Two frame parts of a vehicle overlapping and pivotally connected at a point intermediate of the axles in a manner to alloW lateral movements of the joint, one frame part being provided with a shaft having a pinion as part of a steering-gear and the other frame part being provided with a segmental rack in which said pinion engages, whereby the joint may be deflected from side to side, substantially as and for the purpose described.

In testimony whereof I affix my signature in presence of two Witnesses.

FRANK SOMMER.

Witnesses:

J. R. I-IooHREIN, PHILIP PREYENZEN. 

